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Library  of  the 
University   of    North  Carolina 

Endowed  by  the  Dialectic  and  Philan- 
thropic Societies. 


Co  *«$T.\  -NTIe. 


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REPORT 


Q?  TUB 


--"^- — * —  /^-  *-».". '/-  * 
fln, 


CHIEF  ENGINEER 


ON  TflE  SURVEY  OF 


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THE  N.  G.RAILROA 


MAY,  185L 


GREEL  SSOROUGH- 

1851. 


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REPO  II  T 


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CHIEF  ENGINEER 


ON  THE  SURVEY  OF 


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MAY,  1851. 


GREENSBOBOUGH: 

t RINTEP  Sff  SWAIM  AND   8HERWOQD. 

1851. 


o^p> 


NORTH  CAROLINA  RAILROAD. 


At  a  meeting  of  the  Directors  of  the  North  Carolina  Rail 
Road  Company,  at  Raleigh,  had  on  the  12th  and  continued  to 
the  16th  of  May,  the  Report  of  the  Chief  Engineer,  of  the 
Survey  and  Location  of  the  said  Road  was  made  to  the  Board 
and  adopted,  and  ordered  that  three  thousand  copies  of  said 
Report  be  printed  for  distribution. 

The  line  of  the  Road,  as  recommended  by  the  Chief  Engi- 
neer, commences  at  the  Wilmington  and  Raleigh  Rail  Road, 
passes  by  Waynesboro',  crossing  the  Neuse  about  four  miles 
above  Smithfield,  by  Raleigh,  Crabtree  Bridge,  Hillsborough 
Graham,  Greensborough,  Lexington,  Salisbury,  Concord,  to 
Charlotte— 223  miles  in  length. 

It  was  further  ordered,  that  the  President  and  Chief  Engi- 
neer let  the  contracts  for  all  the  grading,  masonry,  bridging, 
and  timber  for  superstructure,  to  be  completed  by  the  1st  of 
January,  1854,  unless  longer  time  be  given  by  the  Board. 


Digitized  by  the  Internet  Archive 

in  2012  with  funding  from 

University  of  North  Carolina  at  Qhapel  Hil 


http://www.archive.org/details/reportofchiefengOOnort 


report 


OF   THE 


Raleigh,  May  5th,  1851. 
To  the  President  and  Directors  of  the   North  Carolina  Rail 
Road  Company. 
Gentlemen:— I  have  the  honor  to  submit  the  following  re- 
port of  the  progress  and  results  of  the  surveys  for   the  North 

Carolina  Rail  Road.  -it 

Acting  under  your  instructions  to  me  of  July  18th,  1  pro- 
ceeded to  organize  four  parties  of  Engineers.  To  give  effi- 
ciency to  these  parties  devolve  due  responsibility,  and  incite  a 
laudable  emulation,  I  gave  to  each  party  acting  under  my  in- 
structions a  separate  and  independent  charge,  and  to  this  end 
the  line  was  divided  into  four  divisions. 

The  First  Division  commences  at  the  Wilmington  and  Ra- 
leigh Rail  Road  and  terminates  six  and  a  half  miles  west  of 
Raleigh  The  Second  Division  commencing  at  the  last  named 
poinCextends  to  the  Guilford  County  line.  The  Third  Di- 
;-ision  thence  to  Lexington,  and  the  Fourth  Division  from  Lex- 
ingfcofi  to  Charlotte.  The  duty  of  surveying  and  locatmgtnese 
divisions,  was  assigned  respectively  to  Mr.  Lewis  M  Pro- 
vost. Jr.,  Mr.  John  C.  McRae,  Mr.  J.  L.  Gregg,  and  Mr 
John  McRae,  with  the  rank  of  Principal  Assistants.  Each 
party  was  furnished  with  the  necessary  Assistants,  Draftsmen, 
Rodmen,  Chainmen,  and  Axemen. 

Mr.  Prevost  was1  sent  to  the  field  on  the  21st  of  August,  Mr. 
John  C.  McRae  on  the  20th  of  the  same  month,   Mr.    Gregg 


6 

on  the  18th  of  September,  and  Mr.  John  McRae  on  the  27th 
of  August. 

The  aggregate  number  of  miles  run  by  these  parties,  in- 
cluding the  experimental  surveys,  the  approximate  and  final 
location,  amounts  to  1494  miles.  When  it  is  remembered  that 
the  period  of  their  employment  embraced  the  inclement  sea- 
son of  the  late  fall  months,  and  the  winter  and  early  spring- 
months,  the  amount  of  labor  they  have  performed  cannot  but 
prove  satisfactory,  and  it  fully  attests  the  energy,  industry, 
and  fidelity  on  the  part  of  the  heads  of  the  respective  parties. 

The  condition  imposed  by  the  Charter,  make  Raleigh  and 
Salisbury  intermediate  points  in  the  line  of  the  road.  By  a 
resolution  of  the  stockholders  at  their  meeting  held  in  Salis- 
bury on  the  12th  of  July,  instructions  were  given  to  ascertain 
)y' actual  survey  whether  a  route  passing  near  the  Towns  of 
Hillsboro',  Graham,  Greensboro',  Lexington  and  Concord,  all 
things  considered,  would  not  be  the  most  practicable.  Keep- 
ing these  instructions  before  me,  regarding  them  however  as. 
imperative  only  so  far  as  respects  the  requirements  of  the 
Charter,  to  construct  a  Rail  Road  from  ths  Wilmington  and 
Raleigh  Rail  Road  via  Raleigh  and  Salisbury  to  Charlotte, 
and  only  as  absolute  under  the  directions  of  the  stockholders 
to  ascertain  the  practicability  in  comparison  with  other  routes, 
of  a  location  through  the  towns  of  Hillsboro',  Graham,  Greens- 
boro', Lexington  and  Conord,  and  not  by  any  means  as  re- 
stricting the  location  to  those  towns.  The  line  would  occu- 
py precisely  the  ground  which  it  does  had  no  allusion  to 
those  towns  been  made  in  the  proceedings  of  the  stockholders. 
I  explored  or  caused  to  be  examined  every  route  between-  the  , 
Wilmington  and  Raleigh  Rail  Road,  and  Charlotte  via  Ra- 
leigh and  Salisbury,  which  I  thought  at  all  feasible,  and  sur- ' 
veyed  every  line  that  in  my  judgment  was  deemed  necessary 
to  the  attainment  of  the  most  practicable  route,  and  the  res- 
ults of  those  examinations  it  is  now  my  purpose  as  briefly  as 
may  be  to  lay  before  you.  But  it  may  be  pertinent  before  en- 
tering upon  a  description  of  the  lines  which  were  surveyed,  to 
submit  a  few  remarks  upon  the  general  features  of  the  inter- 


mediate  country  between  Raleigh  and  Salisbury,  and  their  in- 
fluence upon  the  location.  An  inspection  of  the  map  of  tho 
State  -will  shew  that  a  straight  line  between  Raleigh  and  Salis- 
bury is  crossed  by  the  waters  of  the  Haw  and  Yadkin  rivers, 
and  by  their  almost  innumerable  tributaries,  embracing  among 
the  most  conspicuous,  with  their  branches,  New  Hope,  Rocky 
Deep  and  Uharie  rivers.  Any  one  who  has  travelled  the  di- 
rect road  from  Raleigh  to  Salisbury,  by  Pittsboro'  and  Ash- 
boro',  must  have  indelibly  impressed  on  his  mind  the  many 
uups  and  downs"  which  he  encounters,  and  it  must  have  oc- 
curred to  him  when  slowly  climbing  up  the  hills  which  ever 
and  anon  rise  before  him,  how  much  the  road  might  be  improved 
by  winding  around  them  through  some  of  the  numerous  ravines  ' 
which  constantly  present  themselves  on  the  one  hand  or  the 
other.  These  hills  which  so  much  obstruct  the  common  road,  4 
and  the  graduation  of  which  to  easy  grades,  would  render  it  so 
serpentine  and  devious,  and  carry  it  so  much  out  of  the  direct 
eours'e,  would  affect  in  a  much  greater  degree  the  route  of  a 
rail  road  ;  no  line  of  any  extent  either  level  or  of  a  given  in- 
clination to  the  horizon  could  be  maintained,  without  resorting 
to  a  continued  succession  of  heavy  cuttings  and  fillings,  and  an 
infinite  series  of  abrupt  curves.  In  many  places  the  ridges 
and  hills  that  would  be  crossed  are  composed  of  gravel  inter- 
mixed with  stones  and  not  unfrequently  they  are  formed  entire- 
ly of  rock,  which  would  add  greatly  to  the  expense  of  gradua- 
tion. 

The  extent  of  these  difficulties  may  be  regarded  as  unlimited 
on  the  South  towards  which  the  water  courses  that  are  crossed 
flow  ;  in  search  of  a  route,  on  the  North,  there  is  no  medium 
short  of  the  sources  or  nearly  so  of  the  principal  tributaries  a- 
bove  mentioned  of  the  Haw  and  the  Yadkin.  Being  satisfied, 
therefore,  that  no  line  could  be  obtained  on  the  direct  route 
without  such  frequent  deflections  as  would  make  it  quite  as 
long,  that  it  would  be  more  costly  and  objectionable  both  in 
grades  and  curvature,  than  the  route  around  the  heads  of  the 
water  courses  before  mentioned,  that  no  intermediate  route 
could  be  found,  and  that  a  survey  of  the  direct  route  would  be 


8. 

attended  with  no  "better  results  than  loss  of  time  and  unneces- 
sary expenditure,  I  determined  to  abandon  it  at  once,  and 
make  the  detour  of  the  ridge,  so  plainly  indicated  by  the  topo- 
graphy of  the  country  as  the  route  for  the  rail  road,  which  I 
shall  now  proceed  to  describe  under  four  separate  heads,  cor- 
responding to  the  four  divisions  of  the  line  heretofore  defined.. 

FIRST  DIVISION. 

This  Division  unites  the  North  Carolina  Rail  Road  with  the 
Wilmington  and  Raleigh  Rail  Road,  thus  forming  a  continu- 
ous line  from  the  Seaboard  through  the  heart  of  the  State  and 
reducing  to  realization  the  long  deferred  hopes  of  the  advocates 
of  a  Central  Rail  Road. 

The  Charter  requires  that  the  Rail  Road  shall  connect  with 
the  Wilmington  and  Raleigh  Rail  Road,  "where  the  same  pas- 
ses over  the  Neuse.  "  The  bridge  of  the  Wilmington  and  Ra- 
leigh Rail  Road,  over  the  Neuse,  is  united  to  the  main  land  on 
each  side  by  trestle  work  across  extensive  low  grounds,  subject 
to  frequent  inundations,  which  affords  no  secure  site  for  a  land- 
ing or  suitable  place  for  building.  As  this  provision  of  the 
charter  was  evidently  intended  to  unite  the  Rail  Road  with 
Steamboat  Navigation  on  the  Neuse,  and.  thus  extend  its  bene- 
fits and  a  participation  of.  its  advantages -to  the  lower  Neuse,  I 
have  on  account' of  the  objections  above  assigned  to  a  strict 
compliance  with  the  letter  of  the  charter,  directed  the  approach 
to  the  Wilmington  and  Raleigh  Rail  Road,  by  the  way  of 
Waynesboro',  which  affords  the  nearest  eligible  site  to  the 
point,  where  the  Wilmington  and  Raleigh  Rail  Road  passes  the 
Neuse,  for  a  landing.  Here  the  channel  washes  the  base  of  a 
high  bank  which  is  rarely  if  ever  overflowed,  affording  every 
necessary  facility  for  transhipment.  Making  Waynesboro' 
therefore,  a  point  in  the  location,  three  lines  were  run  from  sta- 
tion 228,  four  and  a  half  miles  west  of  Goldsboro',  to  the  Wil- 
mington and  Raleigh  Rail  Road,  one  by  the  way  of  Goldsbo- 
rough,  and  thence  to  Waynesboro',  making  Waynesboro'  the 
terminus  of  the  ::ad.     One  by  Waynesboro'  to  Goldsboro*  di- 


9 

T(W,,  and  one  by  Waynesboro',  intersecting  the  Wilmington 
and  Raleigh  Rail  Road,  1.08  miles  south  of  Goldsboro'. 

These  lines  are  all  laid  down  on  the  accompanying  map  in 
the  order  here  referred  to,  lettered  A,  B,  and  C,  and  a  com- 
parison of  their  cost,  length  and  grades  will  he  found  on  a 
sheet  hereto  annexed,  upon  an  examination  of  which  it  will  be 
found,  that  the  line  passing  through  Waynesboro'  and  inter- 
secting the  Wilmington  and  Raleigh  Rail  Road  1.08  mile 
south  of  Goldsboro',  designated  as  C,  on  the  map,  is  8,887 
feet  shorter  and  will  cost  §10,277  less  than  line  A,  which 
stands  next  in  the -comparison.  Commencing  at  station  228,  the 
point  -of  divergence  of  the  routes  above  described,  two  lines 
were  run  to  Mount  Auburn,  ten  miles  East  of  Raleigh,  one 
crossing  the  Neiise  river  at  Smithfield,  the  other  crossing  on 
the  lands  of  Mr.  Yinsons  four  miles  above  Smithfield.  The 
result  shows  1  mile,  1720  feet  in  distance  and  $11,000  in  cost 
in  favor  of  the  line  by  Yinsons' ;  the  rate  of  grade  and  length 
of  straight  line,  is  also  hi  favor  of  this  route  ;  it  was  therefore 
selected  as  the  basis  of  the  estimate  and  is  designated  on  the 
map  by  the  red  line. 

From  Mount  Auburn,  after  a  most  thorough  examination 
and  survey  of  the  country,  with  a  view  of  obtaining  the  best 
route. through  the  City  of. Raleigh,  three  lines  were  selected 
for  comparison  which  will  be  designated  as  the  South,  middle 
and  North  lines.  The  South  line  runs  down  wild  Cat  branch, 
crosscsWalnut  creek,near  Holleman's  bridge  and  runs  up  Rocky 
branch  to  its  head,  passing  in  the  rear  o?the  Governor's  and 
Judge  Cameron's  residences,  and  thence  in  the  vicinity  of  the 
Hillsboro'  road  to  the  end  of  this  division,  six  and  a  half  miles 
Wrest  of  Raleigh. 

The  middle  line  descends  Poole's  branch  to  its  junction  with 
Walnut  creek,  and  after  crossing  Walnut  creek  near  Mr.  Hutch- 
ins',  it  ascends  along  the  slope  of  the  ridge  between  Walnut 
and  Crabtree,  to  its  summit  in  the  race  field,  thence  it  follows 
nearly  the  course  of  the  ridge,  passes  South  of  Mr.  Atkinson'a 
and  through  Raleigh  by  Hargett  street  to  its  re-union  with 
the  South  line  at  Judge  Cameron's?, 


10 

The  North  line  is  indentical  with  the  middle  line,  until  it 
reaches  a  point  "between  the  race-field  and  Mr.  Atkinson's,  it 
then  runs  a  little  South  of  Mr,  Atkinson's  and  through  Lane 
street  by  the  Raleigh  and  Gaston  Rail  Road  Depot,  back  of 
the  Female  Seminary  and  connects  with  the  middle  and 
Southern  lines  near  the  Haywood  road  on  the  lands  of  Dr.  Cook. 
It  appears  from  a  comparison  of  these  lines  as  exhibited  in 
the  accompanying  table,  that  the  South  linei3 1875  feet  short- 
er and  that  the  cost  of  graduation  and  construction  is  $6788 
less  than  on  the  Middle  line,  and  that  in  comparison  with  the 
Northern  line,  the  length  is  2175  feet  and  the  cost  is  $45,029 
in  its  favor.  The  maximum  grade  is  the  same  on  all  these 
lines,  the  grade  being  rather  in  favor  of  the  Middle  route  as- 
cending westward  and  about  the  same  in  both  directions  as  the 
Northern  line.  The  curvature  is  also  in  favour  of  the  South 
line  as  compared  with  both  of  the  other  lines. 

A  line  was  also  run  uniting  the  South  and  North  line 
through  Harrington  street,  which  increased  the  distance  over 
the  South  line  2750  feet  and  the  cost  $25,511. 

The  cost  distance  and  degree  of  curvature  being;  all  in  favor 
of  the  South  line,  I  am  compelled  in  a  professional  point  of  view 
to  give  it  my  preference.  There  are  other  considerations  how- 
ever which  may  properly  influence  the  Board,  such  as  the  pror 
priety,  probably  the  necessity  and  obligation  of  the  Company, 
to  put  a  depot  within  the  corporate  limits  of  Raleigh,  which  would 
be  attended  with  no  serious  objections  so  far  as  the  grades  of  the 
road  are  concerned  on  the  Middle  line ;  while  on  the  South 
line  the  road  ascends  with  a  uniform  grade  of  47  J  feet  per 
mile  past  Raleigh,  upon  which  the  establishment  of  a  depot 
would  be  very  objectionable,  on  account  of  the  difficulty  of 
stopping  the  descending  and  starting  the  ascending  trains,  and 
this  objection  can  only  be  removed  by  introducing  a  lighter  grade 
which  can  in  no  other  way  be  effected  than  by  increasing  the  rate 
of  ascent  from  Walnut  Creek,  which  would  operate  against  this 
line  ;but  as  the  grade  would  be  in  favor  of  the  heavy  tonn- 
age, it  would  still  maintain  its  superiority  over  the  middle  line- 
Recurring  again  to  the  commencement  of  the  line  at  th& 


11 

Wilminton  and  Raleigh  Rail  Road,  I  would  recommend  the 
eetaplishment  of  the  Depot  at  Goldsboro',  instead  of  at  the 
point  of  connection  of  the  roads — for  the  reasons  that  tha 
Wilmington  and  Raleigh  Rail  Road  Company  having  ware- 
kouses  alreay  erected  at  Goldsboro',  could  without  additional 
expense  to  them  give  accommodations  that  would  be  a  saving 
to  the  Company. 

SECOND  DIVISION. 
After  several  trial  lines  across  Crabtree  creek  which  is  en- 
countered six  miles  from  the  commencement  of  this  division, 
a  line  was  selected  crossing  at  Mr.  Jere.  Morris',  thence  it  as- 
eends  along  the  sloping  ground  drained  into  Crabtree  to  Mr. 
Robt.  Witherspoon's  on  the  ridge  dividing  the  waters  of  New 
Hope  and  Neuse  Rivers,  thence  the  line  pursues  this  ridge, 
departing  from  it  only  at  one  place  to  maintain  the  general 
direction  and  at  the  same  time  avoid  the  Brasfield  hills  which 
are  passed,  leaving  them  a  half  a  mile  on  the  North, 'at  a  trifling 
expense  encountered  in  embanking  across  two  small  branches 
of  New  Hope.  At  Desarne's,  ten  miles  east  of  Hillsboro',  two 
routes  present  themselves,  one  pursuing  the  ridge  dividing  the 
waters  of  the  Eno  and  New  Hope  rivers,  forming  an  indepen- 
dent line  crossing  Haw  river  at  Gilbreath's  ford,  and  thence 
to  Providence  meeting  house,  designated  on  the  map  as  the 
Chapel  Hill  ridge  line.  The  other  passes  by  Hillsboro,'  and 
crossing  Haw  river  at  Trollinger's  bridge  re-unites  with  the 
other  at  Providence  meeting  house.  These  routes  may  be 
united  by  a  cross  line  on  the  ridge  dividing  the  waters  of  the 
Eno  and  Haw  rivers  by  a  deflection  from  the  first  line  at  Grav- 
elly Hill,  and  thus  the  various  routes  crossing  Haw  river,  which 
will  hereafter  be  described,  may  be  made  a  part  of  either  line 
and  a  comparison  between  the  two  be  ,  made ;  adopting 
either  of  the  crossings  of  the  river.  Suffice  it  to  say,  however, 
that  the  result  by  any  combination  that  could  be  made  would 
be  in  favor  of  the  route  by  Hillsboro',  in  all  the  essentials  of 
grades,  cost,  curvature  and  distance.  I  shall  therefore  dismiss 
the  Chapel  Hill  route,  as  it  is  designated  on  the  map,  and  con- 


12 

fine  my  observations  to  the  Hillsboro'  route,  which  after  it  be- 
came evident  that  it  would  be  the  preferred  route,  was  subject- 
ed to  the  most  elaborate  explorations  and  surveys.  The  first 
important  enquiry  was  the  pass  of  the  Valley  of  the  Eno,  the 
result  of  which  was  the  establishment  of  a  crossing  at  the  up- 
per end  of  the  town  of  Hillsboro'  and  again  just  below  the 
bridge  near  Brown's  Mill,  thence  the  line  ascends  along  the 
side  hills  of  Seven  Mile  Greek  to  the  ridge  dividing  the  waters 
of  the  Eno  from  those  of  Back  creek,  a  branch  of  Haw  river, 
and  along  this  ridge  it  is  traced  to  the  vicinity  of  the  Orange 
and  Alamance- county  line.  From  this  point  to  the  Haw^iver 
a  thorough  reconnoisance  of  the  country  was  made  and  the 
river  examined  from  the  Shallow  Ford  to  Ruffin's  Mills.  The 
result  of  this  reconnoisance  was  the  selection  of  four  line's  cross- 
ing. Haw  River  respectively  at  Gilbreath's  ford,  at  the  mouth 
of  Freeland's  creek,  Conrad  Long's  and  near  Trollingers  bridge, 
all  uniting  at  Providence  Meeting  House.  The  first  line  was 
abandoned  on  account  of  its  increased  length  and  cost,  and  the 
second  for  the  same  reasons  and  in  addition  thereto  in  conse- 
quence of  its  objectionable  curves  and  the  heavy  rock  excava- 
tions between  Back  Creek  and  Haw  River.  This  narrowed 
down  the  choice  between  the  two  routes  crossing  at  Long's 
and  at  Trollinger's  bridge,  noted  on  the  map  as  the  upper  and 
the  lower  lires.  A  comparison  of  these  lines  gives  the  follow- 
ing results  viz:  The  upper  line  costs  less  by  $5,000  and  the 
length  is  one  mile  less  than  the  lower  line.  The  lower  line  has 
less  curvature  of  the  minimum  radius  and  the'  length  of  the  max- 
imum grades  is  less,  but  these  favorable  features  not  being  suffi- 
cient to  counterbalance  its  increased  length  and  cost,  I  give  the 
upper  line  the  preference  and  recommend  its  adoption.  From 
Providence  Meeting  House,  the  line  of  this  division  is  traced 
over  very  favourable  ground  along  the  ridge  dividing  the  wa-  ' 
ters  of  Haw  and  Alamance  rivers,  to  its  termination  on  the 
dividing  line  between  Alamance  and  Guilford  counties. 

With  the  view  of  cutting  off  the  detour,  on  the  route  by  Hills-' 
'boro',  around  the  head  of  New  Hope,  a  line  was  reconnoitred 
diverging  at  Parris  Yates,  on  this  division,  one  and  a  half  miles 


13 


fvora  its  commencement,  passing  around  the  head  of  Crabtree 
and  by  Mr.  BartJey  Sears'  eight  miles  from  Yates',  thence  a- 
long  a  ridge  dividing  the  waters  of  North  East,  New  Hope  and 
and  White  Oak  Swamp  to  Mr.  Marmaduke  Williams',  where  it 
crosses  New  Hope,  thence  on  a  ridge  between  Morgan's  and 
Boiling's  creeks,  to  a  point  about  two  miles  from  Chapel  Hill, 
where  the -ridge,  upon  which  the  College  is  situated  rises  ve- 
ry abruptly ;  to  ascend  to  the  summit  of  this  ridge  either  Mor- 
gan's or  Boiling's  are  available;  having  attained  the  summit, 
at  Mr.  Arch.  Andrew's,,  owing  to  the  necessity  of  exceeding 
our  maximum  grades  in  the  passage  of  Cain  and  Haw  creeks, 
the  line  would  be  compelled  to  follow  the  ridge  heading  these 
creeks,  until  it  intersects  the  line  heretofore  described  as  the 
Chapel  Hill  ridge  line,  near  Mr.  Fred.  William's,  and  thence 
with  that  line  as  run.  Owing  to  these  frequent  deflections 
this  route,  although  called  the  direct  route,  would  be  about 
two  miles  longer  than  the  line  by  Hillsboro,'  and  a  comparison 
of  the  grades,  curvature  and  cost  would  also  be  against  it. 
This  being  the  result  of  the  reconnoisance,  it  was  not  thought 
advisable  to  incur  the  expense  of  a  survey. 

THIRD  DIVISION, 

This  division  begins  on  the  Alamance  and  Guilford  lines,  a- 
bout  one  and  a  half  miles  north  of  the  stage  road  on  the  ridge 
dividing  the  waters  of  Traverse  creek  from  those  of  xllamance, 
and  continues  on  this  ridge  about  two  miles,  thence  it  descends 
the  Valley  of  Rock  creek  which  it  crosses  at  its  junction  with 
Cedar  prong,  thence  upon  the  south  slope  of  Cedar  prong  val- 
ley to  the  summit  of  the  ridge,  dividing  its  waters  from  Birch 
creek,  thence  along  the  South  slope  of  the  ridge,  dividing  Al- 
amance and  South  Buffaloe  creeks,  crossing  it  at  the  intersec- 
tion of  the  Shallowford  and  Fayetteville  roads.  The  line 
then  descends  to  south  Buffaloe  creek,  crossing  it  about  one 
thousand  feet  below  the  stage  road  bridge,  thence  it  ascends 
to  the  ridge  between  North  and  South  Buffaloe  creeks  on 
which  it  continues  to  Greensboro',  crossing  South  street  three 
hundred  feet  north  of  the  Caldwell  Institute,  thence  on  the 


ridge  to  station  928  near  Mr.  Nathan  Hiatt's.  From  this 
point  to  Lexington,  three  lines  present  themselves  for  compar- 
ison— -which  we  will  designate  the  Fair  Grove,  middle  and  Nor- 
thern lines. 

The  Fair  Grove  and  middle  lines  are  common  to  Prospect 
meeting  house ;  before  reaching  this  point  the  line  crosses 
South  Buffaloe  near  Mr.jjA.  Wilson's,  Bull  Run  a  little  below 
the  stage  road  ford,  and  Deep  river  1200  feet  below  the  stage 
road  bridge ;  thence  the  line  passes  a  little  to  the  South  of 
Jamestown,  up  the  South  prong  of  Big  branch  to  station  1839, 
a  quarter  of  a  mile  west  of  Prospect  meeting  house  on  the  sum- 
mit of  the  ridge  between  Deep  river  and  the  Yadkin.  From 
station  1839  it  continues  heading  nearly  the  waters  of  Hunt'B 
Fork,  thence  it  descends  along  the  South  slope  of  the  valley 
of  Hambies'  creek,  crossing  the  Raleigh  road  near  Fair  Grove 
meeting  house  and  continuing  upon  the  north  side  of  the  road 
to  a  point  near  the  house  of  Mr.  Smith  Curry,  thence  keeps 
near  the  Raleigh  road  and  passes  about  300  feet  to  the  left  of 
the  Poor  House,  thence  it  descends  to  Abbott's  creek,  crossing 
it  about  three  fourths  of  a  mile  below  Randolph  bridge; 
thence  it  passes  up  the  south  slope  of  the  valley  of  Grimes' 
branch  to  the  summit  of  the  ridge  between  Abbott's  and  Swea- 
ring creeks  near  Parks',  at  the  crossing  of  the  stage  road  a- 
bout  4,500  feet  west  of  the  Court  House,  where  it  joins  the  4tb 
division. 

The  middle  line  diverges  from  the  Fair  Grove  line  at  sta- 
tion 1839,  crosses  the  head  waters  of  Hunt's  Fork  to  the  ridge 
between  Rich  Fork  and  Hambie's  creek,  which  it  follows  threo 
miles;  thence  it  descends  into  the  valley  of  Jimmie's  creek  to 
Conrad's  old  mill ;  here  the  line  crosses  the  creek  and  again 
makes  two  crossings  at  the  bend  opposite  Mrs.  Lopp's  and 
passes  over  the  point  of  ridge  between  Jimmie's  creek  and 
Rich  Fork,  crossing  the  latter  near  its  junction  with  Hambie's 
creek,  thence  it  crosses  Abbott's  creek  about  half  a  mile  above 
the  junction  of  Rich  Fork,  thence  it  passes  down  the  valley 
of  Abbott's  creek,  crosses  Leonard  creek  near  its  mouth  and 
thence  along  the  sloping  ground  of  Leonard's  creek  to  Parka', 


16 

passing  Lexington  1200  feet  South  of  the  Court  House.  This 
line  may  be  straightened  by  a  route  leaving  the  line  -which  ie 
common  to  it  and  the  Fair  Grove  line  at  station  1641,  passing 
three  fourths  of  a  mile  north  of  Prospect  meeting  house,  and 
coming  into  the  middle  line  again  about  5  miles  1744  feet 
from  the  point  of  starting. 

Northern  line.  This  line  deflects  from  the  Fair  Grove  and 
middle  lines,  at  station  928,  at  Hiatt's;  thence  it  crosses  South 
Buffaloe  Creek,  a  little  below  the  Salem  road,  it  then  ascends 
to  the  summit  of  the  ridge  between  Haw  and  Deep  rivers ; 
thence  it  descends  Piney  branch  to  its  mouth,  where  it  crosses 
the  North  prong  of  Deep  river,  thence  passing  over  the  ridge 
between  the  North  and  South  prong,  it  crosses  the  South 
prong  just  below  Chiprnan's  mill.  Thence  it  follows  up  Tan 
Yard  branch  to  its  head,  thence  crosses  Rich  Fork  near  its 
source  and  immediately  ascends  to  the  ridge  between  Abbott's 
creek  and  Rich  Fork,  along  which  it  runs  to  Mr.  Andrew 
Sink's  on  the  stage  road,  where  it  commences  descending  and 
crosses  Abbott's  creek  about  half  a  mile  below  the  stage  road 
bridge  and  thence  along  the  grounds  of  Abbott's  creek  to  its 
re-union-  with  the  middle  line  at  station  2381.  The  length, 
curvature,  grades,  cost  of  construction  and  maintenance  being 
in  favor  of  the  middle  line,  I  give  it  preference  and  recommend 
its  adoption. 

FOURTH  DIVISION. 

The  location  of  this  division  commences  at  the  termination 
of  the  Third  Division  above  described. 

The  line  passes  through  the  far-famed  fertile  lands  of  the 
Jersey  Settlement.  Swearing  creek  and  North  Potts  creek, 
which  water  these  lands,  are  crossed,  the  1st  at  Yarbrough's 
old  mill  and  the  second  about  a  mile  below  Dr.  Holt's  mill  on 
the  lands  of  Dr.  Holt,  which  furnish  the  best  evidence  on  the 
line  of  the  beneficial  effects  of  a  judicious  combination  of  sci- 
ence and  practical  experience  in  farming.  The  second  branch 
of  Pott's  creek  is  crossed  at  the  Trading  Ford  road,  and  by  a 
cut  across  this  road,  the  line  enters  the  Valley  of  the  Yadkin, 


10 

which  it  pursues  to  station  2720  on  the  land  of- Mr.  T.  Mc- 
Donald. From  this  point  two  lines  "were  located  across  the 
Yadkin.  The  upper  line  crosses  the  river  a  little  below  Lock's 
bridge,  on  a  bridge  60,0  feet  long,  40  feet  above  low  water  and 
HO  feet  abovehigh  water.  The  lower  line  crosses  the  river  near 
the  lower  end  of  Cowan's  Island,  by  a  bridge  1000  feet  long, 
8  feet  above  high  water  and  24  feet  above  low  water.  I  am 
not  prepared  to  give  an  opinion  as  to  the  comparative  advanta- 
ges of  these  two  lines  and  express  my  preference  until  a  far- 
ther examination  has  been  made,  which  will  be  done  the  first 
low  stage  of  the  water.  I  shall  however,- .place  in. the  general 
estimates  such, a  sum  as  will  embrace  the  cost  and  any  contin- 
gencies of  a  farther  examination.  These  two  lines  re-unite  at 
station  2517  on  the  ridge  near  the  heads  of  small  branches  of 
the  Yadkin,  and  thence  for  a  distance  of  '22-1  miles  follows  the 
ridge,  keeping  within  the  vicinity  of  the  stage  road. and  pass- 
ing at  station  2815  the  town  of  Salisbury.  From  station  1328 
the  line  descends  to  .the  valley  of  Irish  Buffaloe  and  crosses  the 
creek  near  the'  old  mill  dam  a  quarter  of  a,  mile  below  the  pub- 
lic road  and  about  a  mile  from  the  vilkge  of  Concord.  Thence 
crossing  Caudle  creek  and  Rocky  river,  4.63  and  5.78  miles 
respectively  from  Irish  Buffaloe,  the  line  passes  over  into  the 
valley  of  Back  creek^  and  ascending  the  ridge  between  Back 
and  Mallard  creeks,  the  summit  of  which  is  gained  near  Col. 
Cochran's,  it  then  follows  the  crest  of  the  ridge  from  which  it 
descends,  crossing  some  of  the  head  waters  of  the  tributaries 
of  Sugar  creek,  into  the  valley  of  one  of  the  main  branches  of 
that  creek,  along  which  it  is  traced  to  a  favorable  point  for 
crossing  at  station  132,  thence  to  Charlotte  passing  on  the 
southeastern  side  of  the  town  to  station  1049,  the  end  of  the 
Charlotte  Bail  Road. 

The  line  above  described  is  the  result  of  a  full  reconnoisanee 
of  the  country  and  a  comparison  of  the  Cost,  grades  and  length 
with  a  trial  line  between  Lexington  and  the  Yadkin,  and  it  was 
also  tested  by  the  merits  of  a  line  from  the  vicinity  of  Concord 
to  Charlotte,  crossing  Irish  Buffaloe  at  Coleman's  quarter  and 
passing  to  the  West  of  Back  creek,  by.  different   crossings  of 


It 

&e  fnterinediate  streams.  The  line  by  Mount  Mourne  wai 
also  compared  with  it  and  was  found  from  its  greater  length 
to  be  objectionable. 

In  the  above  description  of  the  several  divisions  I  have  omit- 
ted numerous  lines  that  were  surveyed  and  examined,  which 
will  be  found  in  the  memoirs  of  the  Principal  Assistants,  here- 
with laid  before  you,  and  to  which  I  beg  leave  to  refer. 

I  have  confined  myself  to  those  lines,  in  whose  comparison 
I  supposed  the  stockholders  might  feel  an  interest. 

The  surveys  have  been  made  throughout  in  reference  solely 
to  the  interests  of  the  Company.     It  has  been  your  pleasure 
to  leave  me  free  and  untrammeled,  with  no   other  declaration 
of  opinion  on  your  part  than  an  expression  of  your  solicitude 
for  the  selection  of  the  best  and  most  practicable  route,  audit 
has  been  my  most  earnest  desire  to  conform  to  your  wishes  ; 
no  pains  have  been  spared  on  my  part  and  no  labor  has  been 
wanting  on  the  part  of  those  entrusted  with  the  duty  of  carry- ; 
ing  into  effect  my  instructions.     The  country  has   been  thor- 
oughly explored  ;  whenever  any  doubts  existed  they  have  been 
solved  by  instrumental  surveys,  and  the  competing  lines  test- 
ed and  compared  by  well  known  and  acknowledged  principles, 
verified  by  experience  ;  nothing  has  been  left  to   speculation* 
theory  reduced  to  practice  is  the  formula  by  which  I  have 
been  governed  in  my  efforts,  in  the  language  of  the  charter,  to 
obtain  the  most  practicable  route  for  a  rail  road  from  the  Wil- 
mington and  Raleigh  Rail  Road,  via  Raleigh  and   Salisbury, 
to  the  town  of  Charlotte. 

I  believe  such  a  route  is  now  presented  to  you,  and  that  there 
is  not  a  Rail  Road  in  the  country  of  the  same  length  which  pos- 
sesses equal  facilities  for  the  economical  application  of  Locom- 
otive power.  The  grades  nowhere  exceed  fifty  feet  per  mile  and 
curves  of  five  degrees  deflection  adopted  as  the  minimum,  oc- 
cur in  but  very  few  instances.  The  length  of  the  road  is  223 
miles. 

I  have  estimated  for  a  single  track  with  the  condition  of  the 
ttaste  earth  being  disposed  and  the  borrowed  earth  taken  by 
widening  the  cuts  with  a  view  to  a  double  track,  the  Road  be4 


18 

to  be  formed  of  gravel  or  other  suitable  material  to  the  depth 
of  a  foot,  and  for  a  superstructure  with  a  T-rail  of  sixty  pounds 
to  the  yard.  The  drains  and  culverts  are  all  to  be  built  of 
stone  or  brick,  and  the  wooden  bridges  to  be  on  the  most  sub- 
stantial plan  of  arch  bracing,  resting  on  stone  abutments, 
and  every  description  of  work  to  be  as  permanent  and  dura- 
ble as  any  of  a  similar  kind  in  the  country.  The  warehouses 
will  be  of  wood. 

The  whole  cost  of  the  road  on  this  plan,  including  engineer- 
ing expenses,  superstructure  and  land  damages  and  every  thing 
appertaining  to  the  road  way,  will  be  $3,165,332. 

In  this  estimate  I  have  endeavored  to  provide  for  every  pos- 
sible contingency  that  may  arise ;  such  as  increase  of  labor 
and  provisions,  unforeseen  difficulties  in  sinking  foundations, 
and  although  the  amount  of  rock  excavation  has  been  ascer- 
tained hj  repeated  borings  on  nearly  the  whole  line,  lest  it 
might  have  been  missed  in  our  examination,  I  have  made  a 
liberal  allowance  for  that  contingency,  also,  so  that  I  feel  eve- 
ry confidence  in  stating  the  above  sum  as  full  and  sufficient  to 
cover  all  expenditures  for  the  items  therein  embraced  ;  and, 
every  tbi^g  is  included  except  the  locomotives,  cars  and  coaches 
and  the  shops  for  renewal  and  repairs. 

The  cost  of  the  shop  and  fixtures  may  be  put  down  at  $100,- 
000  though  this  whole  of  the  expenditure  will  not  bo  necessary 
before  the  completion  of  the  road ;  it  may  be  spread  over  two 
or  three  years  after  the  road  goes  into  operation. 

The  number  of  Locomotives  and  their  trains  depend  of 
course  entirely  on  the  amount  of  business,  and  may  be  increas- 
ed as  the  Wants  of  the  company  require.  It  is  not  usual  to 
embrace  in  vhe  original  estimates  and  charge  to  capital  more 
than  barely  sufficient  to  put  the  road  into  operation,  and  with 
inconsiderable  additions,  carry  it  through  and  enable  it  to  do 
the  business  of  the  first  year.  "With  this  restriction  I  submit 
the  Hollowing  estimate,  viz  s 


IS 


For  10  Locomotives, 

at  $7,500 

§75,000 

6  Passenger  cars, 

"  2,000 

12,000 

4  Baggage  and  mail  cars, 

"  1,800 

4,200 

80  Burthen  cars, 

600 

48,000 

£139,800 

Which  sum  added  to  the  two  preceding  sums  gives  $ 3,405,- 
132,  for  the  road-way  equipment  and  workshops. 

No  difficulty  or  extraordinary  expenditures  will  be  encoun- 
tered to  any  portion  of  the  line  in  procuring  substantial  found- 
ations for  the  works  of  art.  The  soil  on  every  portion  is  pec- 
uliarly adapted  to  the  formation  of  a  dry  and  firm  road  bed  ; 
timber  for  sills  are  found  every  where  convenient  to  the  line  ; 
for  several  of  the  bridges,  it  will  have  to  be  transported  a  con- 
siderable- distance ;  with  this  exception  and  the  scarcity  of 
good  building  rock  at  some  points,  suitable  materials  of  every 
kind  are  found  every  where  convenient  to  the  line. 

In  relation  to  the  income  of  the  road  I  have  no  data,  if  it 
were  my  province  to  do  so,upon  which  I  would  be  willing  to 
venture  even  a  conjecture  of  the  specific  amount.  But,  upon 
a  subject  of  so  much  importance  to  the  stockholders  it  may  be 
expected  that  I  should  say  something,  at  least  in  relation  to 
the  prospects  and  just  expectations  that  may  be  entertained 
by  those  who  have  embarked  in  it. 

This  rail  road  passes 'through  the  almost  entire  length  of 
the  State,  it  embraces  in  its  route  a  variety  of  soil  and  produc- 
tions not  to  be  found  on  any  railroad  in  the  country.  It  com- 
mences in  the  rice  fields  on  the  Cape  Fear  and  terminates  in 
the  cotton  fields  of  the  ancient  and  honored  count}7  of  Mecklen- 
burg, traversing  on  its  way  a  highly  productive  Grain,  Tobac- 
co and  Cotton  growing  country.  What  is  deficient  on  one 
part  of  the  line  to  supply  the  wants  of  man  is  found  on  anoth- 
er, the  raw  material  on  one  point  will  supply  the  manufacturers 
at  another,  who  in  turn  will  send  out  the  wrought  fabrics  to 
the  producer.  The  wheat  and  flour  of  the  West  will  be  ex- 
changed for  the  products  of  the  coast,  and  thus  a  reciprocal, 
growing  and  constantly  inoreasing  way  trade  will   spring  up, 


which  the  history  of  railroads  shew,  is  the  most  profitable  bus^ 
ness ;  indeed,  that  it  is  the  only  business  that  pays.  Then 
there  is  the  enterprising  and  flourishing  town  of  Wilmington 
which  may  be  regarded  as  the  eastern  terminus  of  the  road,  with 
her  large  "West  Indian  trade  and  varied  commerce,  giving  her 
the  ability  to  supply  the  wants  of  the  producers  and  creating 
a  constant  demand  for  the  productions,  and  the  markets  of 
Virginia  thrown  open  by  their  Raleigh,  and  Gaston. Rail  Road, 
with  their  demands  and  means  of  supply,  all  uniting  to  stimulate 
industry  and  production  arid  thus  add  such  an  amount  of  ton- 
nage and  business  to  the  road  as  to  render  it  almost  unneces- 
sary to  look  beyond  its  limits  for  the  sources  of  its  productive-, 
ness.  But,  if  we  were  permitted  to  look  abroad,  we  could  with 
quite  as  much  plausibility  of  argument  as  we  see  urged,  every 
day,  in  connection  with  other  schemes,  place  this  one  also  m 
communication  with  Memphis,  which  seems  to  be  regarded  by 
many  as  a  point  on  the  great  high  way  to.  the  Pacific,  and  we 
could  then  without  any  very  great  stretch  of  the  imagination, 
extend  this  road  to  Beaufort,  and  fancy  her  safe  and  secure 
harbor  crowded  with  shipping  from  ail  parts  of  the  world.. 
Such  speculations  would  probably  not  be  considered  rational, 
though  far  within  the  bounds  of  the  visions  which  fill  the  mind 
of  the  projectors  of  Rail  RjO.ads  possessing  nothing  like  the 
probabilities  of  accomplishment  as  would  seem  to  attend  the 
yery  reasonable  project  of  extending  the  North  Carolina  Road 
into  Tennessee  and  down  to  Beaufort. 

And  why  should  not  North  Carolina  accomplish  this  enter- 
prise ?  X  believe  she  will;  she  has  already  authorised  surveys 
to  ascertain  the  cost  of  extending  the  road  over  the  mountains 
and  granted  a  charter  for  a  Rail  Road  to  Newbern ;  both 
schemes  are  entirely  feasible  and  practicable,  and  will  at  no 
distant  day,  I  have  no  doubt,  be  accomplished.'  They  are 
probable  in  theory,  and  what  is.  probable  in  theory  has  in 
practice  always  proved  true.  But  these  schemes  are  in  the 
future,  although  in  my  opinion  in  the  certain  future.  I  prefer 
reasoning  from  the  past  and  grasping  what  is  before  me. 
Rooking,  then,  as  I  have  said,  to,  the  wide  spread  demand  &$& 


21 

to  the  ability  and  capacity  of  the  Country  on  the  immediate 
borders  of  the  road  to  supply  that  demand,  I  have  no  fears  of 
the  result  &  feel  in  no  need- of  travelling  beyond  the  borders  of 
the  State  in  search  of  trade  and  travel  to  demonstrate  the  pro* 
ductiveness  of  the  Stock  of  the  North  Carolina  Hail  Road.  I 
am,  however,  not  indifferent  to  the  income  arising  from  the 
through  business;  it  is.  one  of  the  certainties  of  the  present 
which  I  count  largely  upon  from  our  connection  with  the 
Charlotte  and  South  Carolina  Rail  Road,  Having,  however, 
in  the  outset  confined  myself  to  the  limits  of  the  road,  and  to 
a  simple  statement  of  its  influences  in  promoting  home  indus-: 
try,  and  thereby  adding  to  the  wealth  of  the  State,  and  crea- 
ting business  for  itself — I  have,  although  entertaining  just  ex- 
pectations, not  felt  myself  at  liberty  to  draw  heavily  from  oth- 
er sources— J  prefer  leaving  that  branch  of  the  estimate  to  o-. 
thers  quite  as  competent  to  the  computation  as  myself,  to  make 
such  additions  as  may  suit  their  views. 

The  effect  of  rail  roads  every  where  is  to  increase  the  value 
of  lands.  The  ratio  of  increase  is  dependent  upon  the  fertili- 
ty of  the  Soil  and  the  remoteness  of  the  lands  from  market,  and 
the  amount  of  increase  is  exactly  the  capitalized  sum  which 
the  saving  in  the  transportation  upon  the  annual  produce  of  an 
acre  would  give.  For  instance,  if  the  annual  saving  in  the 
transportation  of  the  produce  of  an  acre  of  land  is  one  dollar,, 
the  value  of  the  land  will  be  increased  $10,2-3,  the  capital 
which  at  six  per  cent,  would  yield  a  dollar.  My  own  impres- 
sion is  that  the  lands  on  the  line  of  the  North  Carolina  Rail 
Road  will  be  increased  in  a  greater  ratio  than  this,  now  uni- 
versally acknowledged  principle  of  computation  would  give,  for- 
the  reason  that  they  are  from  some  cause  greatly  underrated, 
especially  from  Lexington  to  Charlotte ;  the  lands  on  this  por- 
tion of  the  road  which  grow  Cotton  as  well  as  Grain,  compar- 
ed with  lands  in  Virginia  similarly  situated  in  reference  to 
markets  and  which  grow  only  grain  and  grass,  are  valued  at 
very  little  more  than  half  the  price  of  the  lands  in  Virginia. 
The  effect  of  the  Rail  Road  will  be  to  raise  these  lands  to 
their  proper  standard   of  value  and  add  also  thereto  the  ep..- 


hanced  value  arising  from  the  diminution  in  the  cost  of  trans- 
portation. 

The  manufacturing  establishments  on  the  line  of  the  work, 
which  are  now  in  a  comparatively  feeble  and  declining  condi- 
tion, will  receive  an  impulse  that  will  reward  their  enterpri- 
sing proprietors,  and  revive  the  drooping  hopes  of  the  advo- 
cates of  home  industry.  For  it  must  be  obvious  to  every  one 
how.  much  they  are  affected  by  the  cost  of  transportation. 

The  expense  of  transporting  the  raw  material,  and  manufac- 
tured goods,  constitutes  an  element  in  the  cost  of  those  goods 
in  market.  The  means  of  transportation  are  in  fact  but  a  part 
of  the  machinery  in  the  manufacture  of  goods  for  market,  and 
the  same  principle  applies  as  well  in  the  improvement  of  the 
one  'as  in  the  other.  The  man  with  good  machinery 
can  manufacture  profitably  and  sell  at  a  price  at  which 
the  one  Avith  poor  machinery  would  be  ruined.  If  then 
we  apply  this  principle  to  the  transportation  of  the  raw  materi- 
al, bread  stuffs,  and  other  a  rticles  of  consumption  in  manufac- 
turing establishments,  it  needs  no  argument  or  calculation  to 
shew  that  he  who  can  make  use  of  a  Rail  Road  for  this  purpose 
can  always  undersell  those  who  are  without  the  accommoda- 
tion. This  is  the  true  secret  of  the  success  of  the  Northern 
manufactories ;  the  liberal  system  of  internal  improvement 
at  the  iTorth  has  cheapened  the  transportation  of  their  sup- 
plies. I  doubt  not,  it  would  prove  upon  investigation,  that 
the  transportation  of  a  bag  of  Cotton  from  the  interior  of 
Georgia  in  the  vicinity  of  her  rail  road  to  Lowell,  costs  less 
than  the  transportation  to  many  of  the  manufactories  in  N. 
Carolina,  within  a  hundred  miles  of  the  Cotton  fields. 

The  reduction  in  the  price  of  transportation  must  be  attend- 
ed at  least  with  the  working  of  the  existing  establishments  up 
to  their  full  capacity,  and  with  their  success  the  erection  of 
others  will  follow,  until  in  course  of  time  the  State  will  become 
a  manufaturing  and  by  consequence  a  consuming  as  well  pro- 
ducing State. 

The  home  market  built  up  by  the  Manufacturing  establish- 
ments will  stimulate,  encourage  and  foster  the  agricultural  inter- 


23 

est  which  is  the  great  interest  of  the  btate.  And  thus  the  great 
ends  of  government  will  be  accomplished  by  the  silent  workings 
of  the  system  of  internal  improvements,  without  doing  violence  to 
the  theories  or  prejudices  of  any  one.  The  greatest  benefit  will 
be  conferred  on  the  greatest  number.  In  fact  all  willbe  benefit- 
ted. For  the  North  Carolina  Rail  Road  is  not  a  mere  line  of 
Railroad  accommodating  a  single  line  of  travel  and  operating 
on  a  narrow  section  of  the  State  ;  there  is  scarcely  any  portion 
or  any  interest  in  the  State  that  is  not  benefitted  by  this 
work.  It  traverses  nearly  the  whole  length  of  the  State,  it  is 
the  Central  Rail  Road  projected  by  the  old  and  ardent  friends  of 
internal  improvement,  crossing  the  channels  of  some  of  the  prin- 
cipal water  courses,  bringing  their  water  falls  and  Manufactories 
into  the  actual  vicinity  of  the  Seaboard.  It  would  be  difficult 
to  plan  a  work,  so  properly,  so  obviously  and  so  essentially  a 
State  work.  The  people  themselves  have  made  it  so  by  their 
wide  spread  and  unprecedented  individual  sub  scription  of  a 
million  of  dollars,  and  by  their  endorsement  of  the  copartner- 
ship of  the  State  from  one  end  of  it  to  the  other,  in  her  subscrip- 
tion of  two  millions  more.  That  they  will  not  be  disappointed 
in  their  expectations,  I  am  quite  sure,  unless  it  should  turn 
out,  and  there  is  no  reason  why  it  should  be  so,  that  the  same 
cause  in  North  Carolina  will  not  produce  the  same  effects  as 
in  other  States,  North,  South,  East  and  West.  In  those 
States  it  is  found  that  rail  roads  relieve  the  burden  of  taxation. 
First  by  the  difference  in  the  cost  of  transportation  by  com- 
mon roads  and  by  rail  roads,  which  may  be  stated  at  about 
two  to  one.  Secondly  by  increasing  the  taxable  property  on 
the  line  of  the  road,  a  general  reduction  of  taxes  is  made, 
thus  lessening  the  taxes  on  lands  more  remote,  gives  them 
an  additional  value,  and  thus  the  benefits  of  the  road  are  ex- 
tended far  and  wide,  and  are  felt  by  the  whole  agricultural 
community.  And  furthermore,  the  general  benefits  which  re- 
sult to  trade  and  commerce  from  railroads  in  other  States  ex- 
tend to  every  portion  of  their  territory ;  every  branch  of  indus- 
try is  affected  by  the  trade  and  commerce  opened  by  these 
channels  of  communication.     No  one  can  doubt  that  the  same 


results  will  be  experienced  in  North  Carolina.  In  short,  tkd 
feffect  of  a  judicious  system  of  internal  improvement  is  to  unite1 
a  State  as  it  were  in  one  great  community  with  all  their 
wants,  demands  and  supplies  brought  to  view,  stimulating  en- 
terprize  and  industry  in  all  the  arts  and  various  pursuits  of 
man. 

And  last-,  though  not  on  this  account  the  least,  of  the  im- 
portant benefits  of  the  N.  Carolina  Railroad,  is  the  effect  it 
will  have  to  withdraw  the  inducement  to  emigration  which 
sve'ry  year  deprives  the  State  of  a  portion  of  her  most  vigo= 
tfcus,  enterprising  and  intelligent  population. 
I  am,  gentlemen,  very  respectfully, 

Your  obedient  servant, 
WALTER  GWYNN, 

Civil  Enginery 


UNIVERSITY  OF  N.C.  AT  CHAPEL  HILL 


00023514314 


This  book  may  be  kept  out  one  month  unless  a  recall 
notice  is  sent  to  you.  It  must  be  brought  to  the  North 
Carolina  Collection  (in  Wilson  Library)  for  renewal. 


Form  No.  A-369 


